Internal-combustion engine.



' B. M. ASLAKSON. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAR. 2, 1905.

Patented May 18, 1909.

5 SHEETSSHEBT 1.

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B. M. ASLAKSON. INTERNAL COMBUSTION ENGINE. APPLICATION FILED MAR. 2, 1905.

921,657, r Patented May 18, 1909.

5 SHEETS-SHEET 2.

5140 em ['0 a B. M. ASLAKSON. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAR.2, 1905.

' 921,657. Patented May 18, 1909.

5 SHEETS-SHEET 3.

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APPLIOA TION FILED MAR-2, 1905.

Patented May 18, 1909.

5 SHEETS-SHEET 4.

who-z B. M. ASLAKSON. INTERNAL COMBUSTION ENGINE. APPLIGATION FILED MAR. 2, 1905.

Patented May 18, 1909.

5 SHEETSSEEET 5.

M. ASLAKSON, OF SALEM, OHIO.

m'rnnnaLcomUs'rroN Enema.

Specification of Letters Patent.

Patented May is, race.

Application filed HamhQ, 1905. SeriaiNo. 248,187;

will be a power stroke and to control the fuel supply thereto and in which the fuel used wi l be proportional to the powerdeveloped.

A further object is to attain a high economy in fuel consumption and tojattain a construction that will be simple, durable, reliable and compact.

The type of engine is What is commonly known as the two cycle engine.

In the present easel introduce the fuel into the cylinders on both sides of the piston, whereby I am enabled to secure an impulse at each stroke of the same. I use air under ressure to force out the products of com-.

ustion and then admit air and gas to form a proper fuel mixture, thereby preventing the loss of any of the fresh charge 0tgas, which might otherwise escape through; the exhaust ports with the burned gases.

The accompanying drawings which form part of this specification, illustrate my invention, and similar letters of reference in dicate corresponding parts.

. Figure l, is a side elevational View of my engine showing the valve gear, governor and fuel conduits. Fig. 2, is a rear clevaton of the same. tion of the cylinder showing the valves, exhaust ports, and piston in section. Fig. 4, is a cross section of the cylinder aged one of the valve housings on the line X-X of Fig. 3. Fig. 5, is a central vertical section of the control valve casing, valve and fuel conduits. Fig. 6, is a cross section of the same. Fig.7, is a central vertical section of another form of construction of a control valve that may be employed. Fig. 8, is a cross section of the valve shown in Fig. 8, showing the air passages therethrough. 13, are diagram central vertical sectional views showing different positions of the piston indicate the supportin Fig. 3, is a central vertical sec Figs. 9, 10, 11, 12"and tion of the inlet valves.

Referringto the drawings, in Fig. 1, A, indicates the air conduit, through which the air is delivered under pressure to the valve casing B. C, indicates the gas conduit through which the gasis conducted to the casing B, where it is controlled by the control valve D, located in casing B. E, indicates the cylinder of the engine. F, and F, indicate the fuel valve housin s in which the valves f, and f, Fi 3, are ocated and said valves are operate by the cam interposed between the rollers G, and G carried by the valve stems, and the valve transmission gear 1, indicates the fuel chest, through which the gases ass to the housings F, and F, and thence t rough the valves f, and to the cylinder E.

J, in Figs. 3 and l, and 9 to 13, inclusive,

' indicates the piston of the engine.-

K, Figs. 7 and 8, indicates another form of control valve in which the air is free to pass at all times directly into the fuel chest '1, whereas in the'valve shown in Figs. 5 and 6, the air canbe shut 0% from the fuel chest'l, as will be hereafter explained. L, and L, columns or frame work which are cast ho ow so as to make a li ht but rigid frame. M, indicates thebase ate in which are mounted the main shaft llearings, and to which the frame work is secured. -N, indicates the eccentric which is secured on the main shaft and through which the control valve D, is operated through the connecting rods N, N and N having one member fulc'rumed at 0, whereby reciproeating motion may be transmitted to control valve D. 1 indicates the gas governor which controls a valve l located in the conduit C, by means of the connecting mechanism as shown, and well known in the art. This governor is driven by a belt Q, which is in turn connected in driving relation to the main. shaft R, which is driven in the usual manner by the crank, connecting rod, piston rod, etc., by power exerted on piston J. S, and S, indicate the cylinder heads of the engine which are so formed as to act as aconduit throu h which the fuel is admitted to the cylinder E. The frame work L, and L, is secured to the c linder' by bolts T, T, etc., through flanges and U, thus keeping the arts as light as possible, so the may be handled without much trouble. indicates in the cylinder and the corresponding posisure a few pounds greater than the air pressure. By referring to Fig- 5, wherein the control valve is shown in section, the air supply enters the valve through the conduit A, and passes around the annular groove A, and thence to the charge chest I, It will he noted in this figure, that the charge chest I is separated by a artition 1 which allows the control valve during a period of its travel to close the air supplyto the said charge chest I, the said air being cut off from the upper portion of the chest, when the control valve 1s in its lowest position and from the upper portion thereof, when the said valve 18 in its highest position. In the position as shown, the air is passing through vconduit A, and the annular conduit or groove A, and into the charge chest I, at both sides of the partition I and by referring to Fig. 4-, it will be seen that the lower portion of the chest 1 leads direct to the valve housing F, in which is located the fuel control valve f, which controls the admission of the fuel to the cylinder of the engine as shown in Fig. 3, and a similar valve f at the op osite end of the c linder performs a like function. It will t us be seen that the air supply is now under ressure in the valve housings F, and F, an if we refer to Fig. 3, it will be noticed that both the valvesf, and f are closed and that the piston J, has just passed in its downward movement the exhaust ports V, thus allowing the products of combustion toleave the cylinder through the exhaust pipe V; the cam between the rollers G and G, is now in position to open the valve f and allow the air under pressure to act as a scavenger and force the products of combustion through the exhaust ports V-, and thence to the atmosphere through exhaust pipe tinue so to flow until the piston J, has completed its downward stroke. In the meantime however, the control valve D, Fig. 5, will havebe'en traveling in a downward direction andflhave out off the. air through the passa e A, to the upper portion of the charge chest ,and the air will, during a small portion of the stroke of the iston be flowing I through the cylinder E, 'of t e engine under a force due to its pressure which is gradually decreasin due to the esca e of the same through t e exhaust orts The top of the control valve D, w ich is still continuing in its downward direction. passes below the annular opening A whiclf'allows the gas which has entered by way of the conduit 0,

V, and con-' valve and has passed through the passage ways in the valve D, to flow through the'annular opening A", through the upper portion of the charge chest I to the admission valve f,'Fig.-

3, into the engine cylinder E. During this period of admission of the gas, the piston J, has reversed its movement and is now traveling toward the top ofthe cylinder. Immediately after a sufficient amount of gas has been admitted through the control valve D, to the upper portion of the charge chest I, the control valve reverses its direction and cuts off the gas supply to this part of the chest, and again admits air thereto through the conduit A, which air carries before itthe charge of gas and forces the whole of the same into the cylinder E, when the valve f, is again closed which closure is effected at the time the piston J, has just covered the exhaust port V, compression takes place and when the piston has reached the highest point of its travel,

in its upward movement. /"hen the bharge is ignited and the piston is driven in its downward stroke past the exhaust ports V, and the products of combustion are exhausted into the atmosphere through said ports, and exhaust pipe V.

As both ends of t e cylinder are duplicates, so far as the engine is concerned, in t e burning of the gases it will be obvious that what has just been explainedis equally true of the operation in the op osite end of the cylinder t e only difference eing that the lower end of the control valve D, controlling the o ening A, which conducts the gases t rough the lower portion of the charge chest I, and thence to the lower end of the cylinder E.

It will be observed that in the control valve illustrated in Fig. 5, means are provided whereby the air may be shut off from the charge chest I and I. in Fig. 7, i show another form of control valve in which the air is at no time shut off from the charge chest I, and in this event I do not require the use of anypartition such as is shown at P, in Fig. 5. In Fig. 7, the air flows through the annular passage A, into the charge chest I, and passes thence to the cylinder E, of'the engine. The control valve K, in Fig. 7, is operated in the same manneras the control lower edges alternately overlap in the annular passa e l. and thus allow the gas in the conduit (Ito pass into the charge chest I, at-

D, in Fig. 5, that is, its upper and the required time in order to properly supply I the cylinder of the engine with fuel but in both of these valves, the air is first admitted to the cylinder of the engine, the fuel charge or gas alone, as the case may be second, and another air admission third, before the valve f and f, is closed, whereby the said fuel charge may be trapped in the cylinder of the engine and no gas left in the 0 large chest l or chests I and l.

can-es? It will thus be seen that no explosive mixture is left in either form-of the charge chest l, enceptlor a very brief period when both valvesf, and f, are closed and that at all ol'hertimes when the fuel charge of ai-r'and gas is passing through the fuel chest I, either the valvef, or f", is open and therefore the exhaust port-s V are also opened, so that should a fuel charge of air and gas become ignited byreason of haclrfiring, the exhaust port would be open and the charge would therefore cause no damage as it would be free .to exhaust through the exhaust ports V, to the atmosphere.-

By referring to Figs. 9 to 13, inclusive, the valves will be seen in their relative positions according to the position of the piston within the cylinder E. in Fig. 9, we will assume that com lete cm-npression has just taken place in e 1e top of the cylinder E, above the piston J, and valve-f. The gases are now i nited. and the piston travels downward-as shown 1'0, wl-ien the gases will have exhausted through the port V, and exhaust pipe V, and the valve f, will have opened and the charge of air under pressure will he forcing the products Of-COHIbHBtlOIl from :the cylinder. In Fig. ll, the piston J, has reached its lowest position and the v'ailvef, is still open and remains open until aft-erthe piston has reached the position on its return stroke-as shown in Fig. 12, or approximately in this position, by which time the charge of fuel will have been admitted to the cylinder l1, and the valvef will have closed and compression will begin immediately after the exhaust port V, has been closed by the upward movement of the piston J, as illustrated in Fig. 13, when the fuel charge will again be com-pressed and fired as shown in Fig. 9. This cycle is repeated in the same manner in the lower-end of the cylinder and the figures illustrate the osition of the valvesf, relative to the position ol'the piston J, to accomplish this cycle.

The cam operating between the rollers G, and G, Fig. 3, is so formed that it will open the valves at the proper time and hold the same in their open position until the revolution of the shaft G, allows each valve to go to its scat under the influence-of the pressure oi its spring g, and this shaft in turn is caused to perform its function by the transmitting mechanism H, as shown which is'driven-by Worm gearing from the main engine shaft K. The speed of the engine is governed by the centrifugal action of the hall governor P, which in turn controls the valve P, located in the conduit C. l1v will be remembered that thisgas is under pressure and it will thus he seen that. if this valve is closed there is still a supply of gas under pressure in the conduit (l,ahove the valve l: therefore. if the gine exceeding the normal speed there is still a supply of gas to be drawn from .to supply the engine with fuel but as this gas will iinmedia-tely fall in pressure after the control valve opens, a corresponding dim-iiurtion of the volume of gas will be drawninto the cvlinder of the engine in the succeeding charges until the engine will slow down due to a diminution in the fuel supply; this action perm its .of the governor P, being located at a greater distanceh'om the control valve l), than would otherwise be permissible, but I do not confine myself to the position in the conduit at whicl-rthe valve l, shall he located as it is evident that l may'placc it. in any .part of the conduit {1, where it will best perform the services required.

In building very large engines say of 1,000 horsepower and upward, the amount of space required for a given power is of considerable importance and one of the objects pointed out in my specification is to attain the greatest amount oi -compactness for a given power. The use of the gas in both ends of the cylinder allow me to generate .a given amount of power in "a much smaller space and with less weightoi nzetal than would he the case were I obliged to generatethe same amount of power with a single acting two cycle ongine; the means used to secure the cylinder to the frame columns L and L, I believe to be novel and, permits of the engine being built in sections, whereby the time required to build the engine may he reduced as the maximum of workmen may he employed on each section without their work interfering and also permits of easy and quick repairs in case of a defectivepart or of-a broken part resulting from accident. Having thus described my invention, What I claim as new and desire to secure by Letters Patent, is-.

1. in a double acting internal combustion engine, thecomhinatio-n of a cylinder having an exhaust port located at or near the point of the end of the power stroke of the piston der are exhausted, a charge chest communicating with each end of said cylinder, a valve controlling the admission of airand gas to said charge chest, a valve located at each end of said cylinder through which the gas and air must pass to enter said cylinder, means for controlling said valves whereby first a charge of air, then a charge of gas and finally a further charge of air may he admitted to the cylinder for the purpose set forth, and means for compressing and igniting said gases.

2. In a double acting gas engine of tho character described, an air passage and a gas l passage, a valve controlling said air and gas ipassagcs, a charge chest into which gases valve P he closed cntirelv due to the oni mav llow from said irissa es after mssing I a D through which the gases burned in said cylinsaid valve, and mechanically operated valves controlling the ingress of gases from' said charge chest to the cylinder of the engine.

In a double acting gas engine of the character described, an air passage and a gas passage, a valve controlling said air and gas passages, a charge chest into which gases may flow from said passages after passing said valve, separate independent valves which admit the ingress of gases alternately to the upper and lower ends of-the engine cylinder, and means for operating said valves.

4. In an internal combustion engine, the combination of an air supply, a gas supply,

air and gas to said charge chest, means for,

controlling the degree of pressure of the gas flowing to said slide valve, means for controlling "said slide valve whereby first air, then air and gas combined and finally air alone may be admitted to said cylinder, and .means for compressing and igniting said gases in the cylinder.

6. In an internal combustion engine to which the fuel is supplied under pressure, a cylinder, a charge chest, a slide valve having a constant stroke which is adapted to control the admission of both the air and gas to said chest, means for automatically controlling the degree of pressure and consequent 'volume of gas delivered to said charge chest, and :means whereby the air ma be introduced first into said cylinder an thereafter a mixed charge of air and gas combined, and means for compressing and igniting said gases. v

7. In a double actin two cycle internal combustion engine in w ich the air and gas is supplied to the cylinder under pressure,a

cylinder having an exhaust port located at or near the point at the end of the power stroke of the piston, a charge chest, a control valve which controls both the air and as on their way to the said charge chest, an is adapted to admit first air and then gas thereto, means for introducing the said gases to the engine cylinder at the proper moment, means for exhausting the burned gases from the cylinder and. immediately thereafter admitting a further charge of air to the cylinder and exhausting a portion thereof through the exhaust port of the engine.

8. In a double acting two cycle internal combustion engine in which the air and gas is supplied to the cylinder under pressure, a cylinder having an exhaust port-located at or near the point at the end of the power stroke of the piston, a charge chest, a control valve which controls. both the air and gason their way to said charge chest, means for introducing first air to the engine cylinder for the purpose set forth, then gas to said cylinder and then a further charge of air whereby the charge chest will be entirely cleared from an explosive mixture by reason of the air charge sweeping therethrough, the said proportions of air and gas remaining in said cylinder being such as to form an explosive mixture, and means for automatically controlling the amount of gas admitted to said charge chest.

9. In a gas engine of the character described, a frame comprising two castings provided with flan es adapted to support the engine cylinder etween them, an engine cylinder provided with a charge chest extending to each end thereof, a conduit located in one of the frame elements and communicating with a source of gas supply at one end and with the charge chest at its opposite end.

.10. In a gas engine of the character described, a vertical frame comprising two castings provided with flanges located on their sides adapted to support the engine cylinder between them, an engine cylinder provided with a charge chest, a conduit located in one of the frame elements and communicating with a source of gas supply at one end and with the charge chest at its opposite end, and a governor valve located in the gas conduit and adapted to control the pressure of gas at the valve outlet.

11. In an internal combustion engine, a frame, a cylinder supported in an upright position at the to of the frame, a charge chest formed within said frame, means providing communication between the charge chest and cylinder -including removable housings atfl-the opposite ends of the cylinder, arranged in substantial vertical alinement, mechanically operated valves for controlling said communication, a casing communicating with saidv charge chest, air and fuel supplies connecting with the casing at different points, and a unitary valve controllin said su lies.

12. n a dou e. acting two cycle gas engine 'of-the character described, a charge chest, a slide valve which operates in unison with the revolutions of the engine and is adapted to control the admission of air and gas to said charge chest, and avalve located at each end ofthe cylinder of the engine and means for operating said valves.

,13. In an internal combustion engine, the combination of a casing, a charge chest in communication therewith, air and as supplies connecting with the casing at r ifi'erent points, a valve 0 erable in the casing to al ternately admit t e air and gas to the charge chest, and an independently actuated valve controlling ingress to the cylinder of the engine.

in an internal combustion engine to which the fuel is supplied under pressure, a combustion cylinder, a charge chest, 9) single valve which is designed and adapted tocontrol the admission of both air and gas to said chest as follows; first air, then air and gas combined and then air again, means for admitting the gases in the order stated into the combustion cylinder, and means for compressing and igniting said mixture.

15. in a double acting gas engine, a cylinder, a charge chest a slide valve adapted to admit air, then .air and gas, and then air again into said chest, a valve controlling the admission of said gases into said cylinder at one end thereof, the said cycle as above set forth being repeated to admit the gases alternately at each end of said cylinder as described.

16. in a gas engine of the character described, a frame comprising two castings provided with flanges adapted to support the engine cylinder between them, an engine cylinder provided with a charge chest extending to each end thereof, a conduit located in one of the frame elements and communicating with a source'of gas supply at one end and with the charge chest at its opposite end, a-valve adapted to control the gas flowing to said charge chest, an air passage leading to said charge chest and also controlled by said valve, means for operating said valve so that air, than air and gas and then air again will be passed to said charge chest, and means for controlling the admission of said gases to the engine cylinder.

17. In, an engine of the character described, a'cylinder, a valve chamber, com.- munication between said cylinder and said valve chamber comprising conduits leading to each end of said cylinder, a hollow cylindrical balanced slide valve adapted to be rcciprocated in said valve chamber, a gas conduit and an air conduit leading to said valve chamber, means for operating sald valve whereby first air then air and gas and then air again will be admitted to said first named conduits, and means for admitting said gases in theordcr named to each end of the cylinder alternately, substantially as and for the purpose set forth.

18. In an engine of the character described, a cylinder, a valve chamber, communication between said cylinder and said valve chamber comprising conduits leading to each end of said cylinder, a hollow cylindrical balanced slide valve adapted to be re? ciprocated in said valve chamber, a gas conduit and an air conduit leading to said valve chamber, means for operating'said valve whereby first air then air and gas and then air agahi will be admitted to said first named conduits, a valve located in a removable housing at each end of said cylinder and in alinement with each other, means located between said valves such as a cam and adapted to operate them alternately to admit the gases from the first named conduits alternately to each end of said cylinder.

19. In an engine of the character described, a cylinder, an exhaust port located at the center thereof and controlled by the engine piston, inlet valves connected to said cylinder and located in removable housings. means for operating said valves alternately, a charge chest extending to each end of said cylinder, a hollow cylindrical balanced slide valve controlling the admission of gases to said charge chest, means for operating said valve to admit first air to said charge chest, then. air and gas combined and then air a ain, and in unison with the inlet valves W ereby the gases will ilow into the cylinder in the order stated and alternately to its ends for the purpose set forth.

20. In an engine of the character described, a slide valve comprisinga hollow shell adapted to be reciprocated in a valve chamber, a gas conduit communicating with the interior of said valve, an air conduit leading to the exterior thereof, means for reciproosting said valve and thereby controlling the air and gas, first to pass air, then air and as together and then air alone, a conduit iading from the said valve to the engine cylinder, and an inlet valve adapted to control the period of admission of the gases to the said cylinder.

21. In an internal combustion engine, the combination of a cylinder, a valve casing communicating therewith, a slide valve in the casing in communication with both ends thereof and a fuel supply and an air supply, one of which passes into the casing through said valve and the other passing into said casing around said'valve.

22. In an internal combustion engine, the combination of a cylinder, a valve casing communicating therewith, a slide valve in the casing open throughout its length, a fuel supply passing into the casingand valve, and an air supply passing into the casing around said valve.

23. In an internal combustion engine, the combination of a cylinder, a charge chest communicating therewith, mechanically operated valves for controlling said communication, a casing communicating with said charge chest, air and fuel supplies leading to the casing and a unitary valve controlling said su plies.

24. 11 an internal combustion engine, the combination of a cylinder, a charge chest communicating therewith, mechanically operated valves for controlling said communication, a casing communicating with said 25. In an internal combustion engine, thecombination of a cylinder, a casing commu- 1 nicating therewith, an upright hollowframe supporting both the cylinder and the casing, an air supply leading to the casing, a fuel supply passing through said frame to the casing and a valve operating in the casing for controlling said sup lies.

26. In an interna combustion engine, the combination of a cylinder, valve housings communicating with the opposite ends of the cylinder and controlled by oppositely disosed valves, means for alternately supply- 7 mg each housing under its respective valve witlrair and then fuel, mechanical means for controllin said valve, and means for exhausting tie cylinder at a point intermediate its len th.

27. 11 an internal combustion engine, the combination of a cylinder, a casing communicating with the cylinder, a gas supply leading to the casing, a valve operating within the casing for controlling said gas, an air supply passing' through the casin around said valve, means for automatical y regulating the pressure of said gas supply preparatory to the passage of gas to the casing, and means for actuating said valve to admit first air and then gas to said cylinder.

28. In an internal combustion engine, the combination of a cylinder having an exhaust intermediate its length, valve-housings carried'at each end of the c linder, oppositely dis )osed valves for 'contro ling the communlcation between said housings and the cylinder, means for successively sup lying each housing. under its respective va ve with air and then fuel and means operating between said valves to open them in sequentialorder.

29.' Inan internal combustion engine, the combination of a cylinder, a charge chest communicating with the opposite ended the cylinder, mechanically operated valves controlling the communication between the charge chest and cylinder, a casing communieating with the charge chest, a hollow slide valve operating within the casing, air and gas supplies leading into the casing one of which passes into the slide valve and the other passing thereabout.

30. In an internal combustion en 'ne, the combination of a cylinder, valve ousings communicating with the opposite ends thereof, oppositely disposed valves for controlling the 'communication between the housings and c linder, a casing communicating with each ousing, air and gas su plies leading into the casing and means witlim the casing operating to alternately feed said supplies to each housing.

31. In a gas engine, a working cylinder, a valve controlling ingress thereto, means for introducing into said cylinder through said valve, first a charge of air, then a charge of fuel alone, and then a further charge of air.

and means for compressing and igniting said mixture. 32. In a gas engine, a working cylinder, valve-controlling ingress thereto, a conduit leading from said valve to a source of air supply and gas su ply, means for-admitting to said cylinder y way of said conduit and valve, first a charge of air, then a charge of fuel while the air remains cut off, and thena further charge of air, said .last named charge of air serving to force all of said gas out of said conduit into said cylinder, and means for compressing and igniting said gases for the purpose set forth.

33. In an internal combustion engine, a cylinder having a piston, means for introducing into the cylinder at each working stroke of the piston first, a charge of air, then a charge of fuel alone, and finally, a second charge of air.

34. In a gas ,engine, a cylinder having an inlet'passage, a valve controlling said passage, a second valve operated independent] of said first named valve, an air conduit lead ing to the second valve and a fuel conduit leading to the second valve, and means for operhting' said second valve to admit, first air, then fuel and then air again by said valve to said cylinder.

In testimony whereof, I, BAXTER ,M. ASLAKSON have signed my name to this specification in the presence of two subscribing witnesses, this twenty third day of February 1905.

BAXTER M. .ASLAKSON.

Witnesses:

Gno. S. OoorER, L. P. Sr. CYR. 

